Gyroscopic internal combustion engine



Feb. 16, 1943.

P. R.r MCCRARY Filed Feb. 20, 1942 GYROSCOPIC INTERNAL COMBUSTION ENGINE 3 Sheets-Sheen 1 ffrwy) www Feb. 16, 1943. P. R. MccRARYl `GYROSCOPIC INTERNAL COMBUSTION ENGINE Filed Feb. 20, 1942 5 Sheets-Sheet 2 Feb. 16, 1943.- P. R. MccRARY y 2,311,064 I GYROSCOPIC INTERNALYCOMBUSTION ENGINE 3 Sheets-Sheet 5 Filed Feb. 20, 1942 fzmfgcfmqy,

i Patented Feb. 1 6, 1943 UNITED STAT asl GYROSCOPIC INTERNAL COM-BUSTION 4 ENGINE Pierce R. McCrary, Washington. D. C., assignor to l McCra Company, Inc., a corporal? Endneelinl tion of the District ofolumbia l Application February 20, 1942, Serial No. 431,771 'I 14 Claims.

'I'he object of my invention is to provide a novel gyroscopic internal combustion engine of high eiliciency mounted in a novel manner on a wheel. .whereby it may be used to operate agricultural instruments, tanks and other vehicles at a minimum expense of construction'and operation.

This invention relates to internal combustion engines and more particularly of the revolving type having a stationary crank although I am not limited to the stationary crank type, these new and novel features being applicable in whole or in part to any design of internal combustion engine, and to either carburetor or injected fuel types.

One of the objects in the above mentioned invention is to correct certain defects known to exist in engines of the above mentioned types and more especially in what is known as the 2- cycle construction. 1

Another object of this invention 'is to improve the general eiilciency of s uch engines by the effective utilization of centrifugal force, and reva- .porizationof unvaporized fuel after it has been takendnto the engine housing, by applying oentriiugal .force in such a manner to effectually separate the unvaporized fuel from the vaporized fuel, and -means for vaporizing' the liquid thus separated both by air jet and by thermal reaction, thus' securing a completevaporization never before accomplished in an internal comhot vapor by the action of centrifugal force and three-state vaporization.

. I attain these and other objects of my invention by the mechanism illustrated in the accompanying drawings, in which- Figure l is a side elevation of the invention; Fig. 2 is a longitudinal section on'a central line through my engine showing the fuel intake through the carburetor connection. a cut-oi! valve on `the crank, a second-stage and thirdstage vaporization means and also the transmis- 'sion connection;

Fig. 3 is a longitudinal section on line 3-3 of ing al single cylinderand pre-compression cylinder opposite the compression work cylinder;

y Fig. 4 is a transverse section on line 4-4 vof Fig. 3: 5 Fig. 5 is a transverse section 'on line B-l of Fig. 3:

Fig. 6 is a Fig.-3; and A Fig. 1 is a section on line 'l-'l of Fig. 2. Like characters of reference designate like parts in each of the several views. l

The construction of the engine as shown'is of the, 2-cycle type, although I am not limited to this construction, and the revolving design as shown is of the single acting design consisting ,of only two moving parts. the cylinder wheel, and the double-headed piston.

Referring tol the accompanying drawings, I v provide a cylinder I, a double-headed piston 2. 2o This piston is cross-slotted to carry a sleeve 20 44on the crank pin 3', thus doing away with the connecting'rod as we get the same relative crank vaction or power curve. However, I am not limited to this construction as a connecting'rod and wrist-pin may be used, if desired.

Crank shaft 3 is a stationary element rigidly l connected to the chassis 31, and has its crank pin S'oii'set'from the center of the cylinder i and positioned in the transverse chamber 40 at the center of piston i. The piston revolves with the cylinder wheel 2| and cylinder l. The cylinder transverse section on line lof I is rigidly connected to the lcylinder wheel 2li,v and revolves with but does not change its position relative to the cylinder wheel, as its axis is y that of the cylinderwheel while the axis of the piston is oifset from that of the cylinder. Cylinder wheel 2l acts as control for gyroscopic torque.

The cylinder has a pre-compression chamber 4 at one and and a main compression or firing 40 chamber Il at. the other end. A pipe 5 is mounted inthe pre-compression end of the cylinder and extends longitudinally through the piston to the thermal vaporlzation chamber l in the piston. It haszorii'ices l through which fuel may enter from the pre-compression chamber I and pass to the vaporization chamber I in the piston.

Pipe l functions both as a conduit for fuel and as a guide element to keep the cylinder in proper alignment with'th'e piston. A denector 1 is provided adiace'nt port I' in the piston vchamber ll to prevent unvaporized fuel from passing into port i' of the piston to the by-passes 9, which communicate with the main compression chambe, I.. i. i 'The outer end of the-piston 2 has a defiector 38 to prevent escape of fuel with the products of combustion through the cylinder exhaust port 33. The face of this deilectcr is curved as shown to effect the desired movement of the fuel entering the chamber I8. Fins II are provided in the piston, projecting into chambervl to function as a thermo-vaporizer in the headof the piston.,r as shown in Fig. 2.

crank shea s has a mngitudinai cnannei |72' in' communication with the carburetor connection? ports 8. 'I'he deflector 38 on the end of the piston has a curved face. 'I'his deflector has an important function in blowing expanded gases out of the chamber I8 to help scavenge the engine.

`'I'he operation of the engine is as follows:

lllhen'the cylinder wheel 24 and cylinder I revolve, the sleeve valve 34 revolves with the cyl- I3. Channel I2 isplugged at itsouter end. The... f y A y l I2 through the carburetor connection I3, and

' crank shaft 3 has a radial extension I4 with its channel I5 positioned to communicate with the valve opening I8 (see Fig. 7), in a rotary valve 34. Valve 34 is mounted in a suitable recess in the piston, as shown' in Fig. 2, and is affixed to or integral with the casting or hub element I1 of the cylinder wheel, as shown in Fig. 2. The sleeve valve 34 revolves with casting' I1 to which it is affixed or with which it may be made integral. 'I'he opening I8 in sleeve valve 34 is intermittently in communication with fuel passage lhalf revolution of the cylinder wheel and cylinder the unvaporized portion is forced through pipe 5 to chamber 8 where the third stage of vaporizatlon is effected by the heat of the piston head and uns I I, thence through the ports 8 and 9 into combustion chamber I8.

As shown in Figs. 2 and 3, a suitable sleeve or bushing 28 is provided for crank pin 8. Chambers or spaces 2I are provided in the piston to reduce its weight. A hub element 22 is .bolted to the cylinder I and keyed to or made integral with' shaft 88. Shaft 38 revolves with the cylinder wheel. Brake 31 is keyed to member 21 to whichone of the -gears is also keyed, the ratio of the gears depending on the relative number of Combined hub and transmission casing 23' with the spokes 23 revolve on shaft 38 on one side of the cylinder and hub members 23" revolve on crank shaft 3 on the other side of the cylinder.` Spokes 23 are aflixed to spoke extensions 25, to which in turn the traction wheel 28 is secured, as shown in Figs. 1 and 2. The cylinder I is amxed to cylinder wheel 24, as shown in Figs. 1 and 3.,

Keyed on member 21 is one of the transmission gears 28 contained within the transmission ycasing 23 and 23' and functioning to modify or increase the speed of rotation of members 28 and 23' relative to that of vthe cylinder wheel 24 andv traction wheel 28. Hub members 22 are keyed to shaft 38, on which spoke hubs 23', spokes 23 and spoke extensions 25 revolve.

For starting the engine, a conventional sparkv inder and covers and uncovers the fuel passage I8 at the proper time in rotation. The fuel mixture is,l drawn into the crank shaft channel passes through channel I8, and port I6 of valve 34v into either the piston thermal vaporizing chamber 8 or successively into the pre-compression chamber '4l through the pipe 8 at the opposite end of the revolving piston and cylinder. The unvaporized fuel in chamber 4 is then forced by air pressure by the compression end of the piston reducing the space of chamber 4 and forcing fuel up through pipe 8 and into the piston thermal vaporizing chamber 8.

Chamber 8 has a series of inwardly projecting fins II for radiating heat from the piston head and thereby further vaporizing the fuel mixture. Ports 8' vof chamber 8 and by-passes 3 from ports 8' to ring chamber I8 wil1 at the propertime connect the chamber 8 with the firing chamber I8, whereby the latter will receive the vaporized fuel, and as the size of chamber I8 is reduced will compress the charge, and -ignition will be 'accomplished in the conventional manner by electric ignition to start the engine.

One novel feature of the engine is the bringvaporized and unvaporized fuel to flow up into the head of the piston cooling the piston head.

In turn the gases become heated, thus assistingy in heat exchange, and thereby attaining a better and more complete combustion of the fuel, and at the same time preventing the fouling of the spark plugs.

Hollow tube 8 performs two functions, namely, it acts as a'guide to prevent the oscillation or twisting of the piston 2 caused by the action of the crank pin 8 and at the same time carries the air jet of fuel to the opposite end of the piston and into the thermal vaporizer chamber 8.

Member 22 is bolted to and moves with cylinder I. It is also keyed to gears 28 through which the hub members and members 28 and 23' are caused to revolve, whenbrake 31 is applied.

*members 38 are washers to exclude dirt, and oil lor grease retainers.

88'isa y l key on driving gear 4I securing itto shaft 38.

'Ihls engine is believed to be especially adapted to advantageous use with the heavier than gas fuels, such as fuel oil, in'what is known as the semi-Diesel type of engine, where there is a Atendency to precipitation, the consequence being that a relatively small portion of the fuel is carried in the form of vapor to the combustion chamber. a y

It is believed that the construction of my internal'combustion engine herein described will prove highly emcient when using a not easily inflammable fuel; that it will substantially reduce the nre hazard: and thatit will also reduce the one end of the piston, a firing chamber in the cost of manufacture and the cost of operation in all classes of internal combustion engines.

What I claim is: v l' 1. In an internal combustion engine, the combination of a wheel, an engine mounted on and revolving within the wheel, a stationary channel crank shaft throu'gh which the fuel mixture is supplied, an offset stationary crank pin, integral with the crank, a revolving sleeve on the crank pin, a piston mounted on the crank pin and having its center portion onset from the center of the wheel.

2. In an internal combustion engine of the type described, the combination of a; stationary crank shaft, a cylinder revolubly mounted on the stationary crank shaft, a stationary onset crank pin, a revolving sleeve on the crank pin, a piston having its approximate central portion mounted on the crank pin whereby to cause the cylinder to revolve around the stationary crank shaft and the piston to revolve around the stationay oiset crank pin.

3. In combination with the mechanism defined in claim 2, a rotary valve having its valve passage alternately opened and closed by the revolving of the cylinder.

4. In an internal combustion engine, the combination of a cylinder mounted for revolution on its central axis, a piston mounted for revolution on an'axis central of the piston but offset from the central axis of the cylinder, a crank having its crank pin positioned at the central axis'of' the piston, a firing chamber at one end of the cylinder and a precompression chamber at the other end of the.cylinder for collecting unvaporcylinder at the other end, a tube extending longitudinally through the piston from the pre-compression chamber, a thermal vaporization 'cham-` ber in the firing end of the piston in which said tube terminates, and inwardly projecting fins extending from the head of the piston into the said chamber to vaporize the fuel..

8. In an internal combustion engine of the type described, the combination of a cylinder, a cylinder wheel in which the cylinder is mounted, a

piston mounted in the cylinder and havingvits axis offset from theaxis of the cylinder, a stationary crank having its crank pin projecting into the .axis of the piston, a revoluble sleeve yon said crank pin, a piston having a double head, a pre-compression chamber for collecting unvaporized fuel at one end of the piston, afflring chamber in the cylinder atthe other end, a tube extending longitudinally through the piston from the pre-compression chamber, a thermal vaporization chamber in the firing end of the piston in which said tube terminates, inwardly projecting ns extending from the head of the piston into the said chamber to vaporize the fuel, ports opening out of 'said chamber, an inwardly projecting deiector positioned in front of said port,

ports connected with said ports, and a main compression chamber with which said ports communicate.

9. In combination with the mechanism defined in claim 8, a deflector on the head of said piston,

' said deflector having a curved face disposed ized fuel, a pipe extending longitudinally through the piston providing a passage for unvaporized fuel from the aforesaid pre-compressionchamber to the v-aporizin'g chamber with the head of the piston for further vaporization of the fuel.

5. In an internal combustion engine, the com bination of a cylinder mounted for revolution on its central axis, a piston mounted for revolution on an axis central of the pistcn but offset from the central axis of the cylinder, a crank having its crank pin positioned at the central axis of the piston, a firing chamber at one end of the cylinder and a pre-compression chamber at the other end of the cylinder for collectingv unvaporized fuel, a pipe extending longitudinally through the piston providing a. passage for unvaporized fuel from the aforesaid pre-compression chamber f to the vaporizing'chamber within the head of the p'iston for further vaporization of the fuel, ports opening out of saidvaporization chamber in the piston head and by-passes extendingfrom said ports, and a main compression chamber with which said by-passes connect while the main compression chamber is at its most expanded size.

6. In combination with the mechanism defined in claim 5, a deflector positioned on the end of the cylinder, said deflector having an inwardly curved face, a cylinder and also an exhaust port positioned oppositely from the curved face ofthe deilector.

7. In an internal combustion engine of the type described, the combination of a cylinder, a cylinder .wheel in which the cylinder is mounted, a piston mounted in the cylinder and having its axis offset from the axis of the cylinder,- a stationary crank having its 4crank pin` projecting into the axis ofthe piston, a, revoluble sleeve on said crank pin, a piston having a double head, a precompression chamber for collecting unvaporized fuel at v opposite said by-passes, a cylinder having an exhaust port on the opposite side from the ports opening into the firing chamber.

10. In an internal combustion engine of the type described, the combination of a cylinder, a piston mounted in the cylinder, said piston having an internal vaporization chamber, a tube extending longitudinally through the piston for' conducting fuel into said chamber, a port open' ing out of said chamber, and a deilector for preventing unvaporized fuel from going directly from said chamber in to the firingl chamber.

11. In an internal combustion engine of the type described, the combination of a cylinder, a double headed piston mounted in said cylinder and having its axis offset from the axis of the cylinder,Y a pre-compression chamber at one end of the cylinder, a firing chamber at the other end of the cylinder, a tube extending through the piston from the pre-compression chamber, a

vaporization chamber within the piston head into which said tube discharges its fuel, a deflector for cation with the thermal vaporizing chamber of v the pistonand connecting with the nring chamber, an exhaust port opening out of the'firing chamber, a defiectoron the piston head having a curved face disposed opposite the portion of the by-pass which connects with the nring chamber, a hollow crank shaft in communication with plane of the axis of the cylinder, said crank shaft having an offset crank pin lying in the planevof the axis of the piston, said crank pin having a revoluble sleeve in contact with Vthe piston, and passages through the piston for vapors of the fuel mixture to the pre-compression chamber at one end of the piston and to the thermal vaporizng chamberwithin the head of the piston, substantially as and for the purposes described.

13. In an internal combustion engine having one or more cylinders, means lfor supplying fuel in a stream including vapor'zed and unvaporized fuel phase, centrifugal means for separating the unvaporized from the vaporized phase after the stream is in the engine cylinder or cylinders, means having a pocket for receiving unvaporized fuel, means for vaporizing the unvaporized fuel. and means for causing the vapor-ized fuel to flow into the combustion chamber.

14. In an internal combustion engine, an external carburetor for vaporizing fuel, centrifugal action for separating unvaporized fuel from me vaporized fuel, an air jet for vaporizlng the unvaporized fuel, a thermal vaporizer for more fully vaporizing the fuel, and a pocket for retaining the unvaporized fuel.

PIERCE R. llfcClllARY.4 

